Porthos

James correct. I just used RNP AR as an example. This topic seems to have strayed a fair way off engine drift down but its got some great info and comments in it.

Chris Try selecting Rev in your FSUIPC setup for the brakes. That might help.

Kyle you've just contradicted yourself mate Earlier you said there are no such animals as engine out SIDs rather procedures, then went on about leprechauns Your FAA docs say otherwise as do a host of other manuals. There are EOSIDS..and as 777simmer mentioned in specific areas. With RNP AR procedures they will self present when certain parameters are reached via the air data computer and other engine monitoring instruments. All the crew needs do is select it and the aircraft flies it. In some areas ATC are not aware of these as they change from company to company as you correctly say. Your USA centric mentality works in the USA, but not necessarily for the rest of the more advanced aviation countries around the world. Here, as in other areas of the advanced aviation world, we have RNP AR EOSIDS published so ATC are aware of them. and we dont have leprechauns

Well Brian that must have changed in the last 3 years then. I stand corrected . Greg thats correct in some instances ..TERPS (though I am more familiar with ICAO PANSOPS) does provide terrain clearance. There are however minimum altitudes at which an aircraft must be before commencing a turn.

Greg not quite. regarding autopilot activation Airbus can mostly arm at around 50FT off the deck and for some companies that is SOP..I kid you not. With the NG for example it is physically impossible to engage the autopilot below 400FT. The turn is dependant upon the rules; whether it be TERPS or ICAO PANSOPS, and whether its conventional type nav or RNAV

hhahaha interesting you mention that company IRL with the B738 SOP is to arm LNAV VNAV at the gate before push back, which is a procedure I adopt in the sim and it works very well.

Never mentioned anything about Tabs being inaccurate Kyle. and my comment was in no way an objection. It was....well..... a ....comment....

It might be in the USA..but there was no reference to USA in any of the preamble to Tabs response.

also when flying an RNP AR approach VOR and DME updating is generally disabled as it pollutes the nav solution from the GPS, IRU, and MMR.

Tabs thats a pretty sweeping statement. Relatively rare???? Disagree. The FMS gives the most efficient VNAV path from TOD to touchdown using a STAR connected to an IAL to the runway. If the original author is talking about PMDG NGX I can understand as the modelling probably doesn't capture the logic of the FMS to a tee. BUT IRL its the FMS that gives the best efficiency to the runway. My statement is made with the usual disclaimers..not totally accurate wind etc but to say its rarely used is quite simplistic. Granted in the TMA when you cop an unexpected vector and speed go the HDG SEL and LVL CHG or vert speed. Otherwise the real airplane flies itself nicely to mother earth (and efficiently) using the FMS. My 2.2 cents worth (GST inc)

I have it working. Why do you turn off Virtual FSX "as suggested" The only time you turn it off is when you install something for both FSX and P3D or P3D solely (thats in the Migrator document) The latest version of Migrator says to install Migrator and leave it enabled except for the above...again read the Migrator docs. I suggest an uninstall of LDS, enable Migrator and leave it on. Install LDS. Disable Migrator (not just close the programme as Virtual FSX is still working..you need to disable virtual FSX Then run FSUIPC install again - BTW since you only have P3D installed as do I do not run the migrator when you install FSUIPC (I assume you are using FSUIPC?) Once FSUIPC is installed re-enable Migrator and leave it enabled until you need to disable it again. That should work as thats exactly how I installed LDS in P3D.

Actually airlines do use the LR though not as much. I flew on one from Melbourne to Doha to Melbourne September and October last year with QATAR airlines..and very nice it was too. I think I have seen a few in Emirates livery around Dubai as well. Those legs are 15 hours plus

James Thats unfortunate that the UK are going RNAV1 and 2..that standard really is "old" in terms of what is available. Basically just a rename of BRNAV and PRNAV RNP 1 and RNP 2 should be the standards for SID STAR development given the vast majority of aircraft flying SIDs and STARs are GPS equipped. Development should not be aimed at the lowest common denominator, rather non GPS aircraft should be handled as exceptions.

Peter are you referring to the way PMDG programmes this or the real life scenario? IRL the coding rules are ARINC424 database rules and have been around for a lot longer than 10 years. I assume you are referring to PMDG? :rolleyes:

Mike you cannot change the RWY elevation ..its fixed for all runways in the airac datbase. I designed and implemented the RNP approaches in Australia except YSCB so I know a little about them. One issue might be with the PMDG FMS - and I stand to be corrected here - is that it will not fully emulate the RNP AR approaches. I am not sure yet if RF turns have been implemented so you might also have an issue with turns. This might also have an issue for nertical nav from 250 to 50 ft but: You mentioned you had a copy of the NZQN approaches and made that to 50ft without issue? perhaps have a look at the coding used there to see if you have missed anything. I have coded the YBBN RNP M and P to both runways but havent played with them for a while. I will dig those out and see what happens here. Not much help I am afraid but I thik an email to PMDG might also give you a couple answers.

On the subject of a network Can I run MCE on a second machine separate from the FSX machine? I have installed MCE on the second machine FsInsider.dll was placed in the FSX root folder during installation. When I run MCE after starting FSx I eventually get an error saying MCE cant find FSX data and make sure the fsinsider module is in the root folder. Both machines run W7 64 bit ULT User controle disabled on both machines. I run FSUIP registered and WideFS. MCE.exe has been allowed through both firewalls on both machines. Any help appreciated

Having a similar problem with 2x Asus GTX580 in SLI mode and 3 24" monitors. With the aspect view set to false the distortion almost disappears but Cant get far enough back form the panel. I also have the th2go which I ran before the second 580 arrived. Has anyone run sli mode into the th2go? might give that a whirl and see what happens...probably just tear out what remaining hair I have. :P

gboz thanks for the assistance. Another post tweaked my interest so did some more testing. Took the new card back to point of sale - they tested it - dead out of the box. :Shocked: I now have two gtx580s humming nicely along in sli mode.. :good: thanks again now to put FSX on the new SSD... :Praying:

Hi all and thanks for the informative discussion. Hwever I am at a real loss here. Ihave just put 2 GTX580 cards in the Asus P8Z77 V pro mobo With 1 card installed I can get two monitors to work well with the vid card humming quietly. Then I install the second card, connet the power and press the on button. The fans on the vid cards go flat out and I cannot get the third monitor to light up. I have looked in nvidia control panel under 3d settings and can find NOTHING about SLI. I have the SLI bridge (the floppy thread bit with the connectors on each end on the outer most two golden attachments (or should the bridge be on the inner most two?) what is going on here?? I am about the chuck the lot! any help appreciated.

SOP for most airlines today (I have not said ALL) is to use AP and AT as much as possible for the most efficient operation on modern aircraft.Yes the aircraft systems do it better than the real life human in some respects.egOne local Airbus operator engages AP at wheels off and disengages at 50FT above threshold. Similarly for a boeing operator..AP on at 400FT (cause you can't engage below that ) and off at 50FT.some pilots do hand fly for recency BUT company SOP encourages use of AP and AT.High fuel prices..better aircraft efficiency..AP and ATnot sure who would say its good airmanship to hand fly a SID and STAR UNLESS company SOP dictates departure and arrival procedures will be hand flown below MSA though for the life of me that gives the crew an added workload they could do without in critical phases of flight.my 2.2 cents worth (GST or VAT inc)

I find TOPCAT and FSBuild are good for reasonable fuel calculations.The thing I like about FSBuild is it can import updated winds using ASE2012 (or its predecessors) and that helps with the fuel planning.

SP for the MD11 is a great idea. The aircraft is on its own in the flight sim world.How about it PMDG??

took a bit longer than anticipated but thanks to you the MD11 is now flyable!

You fly the STAR as published unless ATC tell you otherwise. It might seem extra miles however there will be a corresponding SID somewhere which will interlace with the STAR and the two will provide vertical separation built into the procedures. HAve at look at the Brookmans PArk and maybe Ockham departures to see what I am talking about. Also SIDs and STARs have tracking built in for a few reasons - it affords ATC a degree of predictability, helps with separation and also acquits environmental responsibilities at times (i.e. keeps the noisy aircraft from hearing enhanced souls on the ground ) BNN and OCK both have holding patterns published on the charts. They can be handy at times when you fly in (I'm talking VA now) if there is traffic around as it gives you a place to park your aircraft while waiting your turn for the approach - just like IRL. I've done a few HP going into GAtwick occasionally - all good practice and fun. Hope this helps Spencer.

there is no such thing as a dopey or dumb question one little comforting thought I live with is that all experts were once beginners.